Well, this has been a rather lengthy road to completion but the transmission is basically complete. The car was dropped off by SSP last month to Gintani who should have the motor in by the end of this week. The problem is SSP mounted their trans cooler in the location the heat exchanger for the supercharger needs to go so SSP will need to come to Gintani's facility to re-run their lines as the cooler will need to go in a different location. What took so long for this update? Well, we have been waiting, and waiting, and waiting for SSP to send us details on the Viton seals that required 3 redesigns but never received the information on why these seals are superior to the stock units.

So, I decided to do my own research and here is what I came up with. These are the stock BMW seals used in the DCT. What is wrong with them exactly? We do not know other than they apparently are not up to the task:

Here are the Viton seals which delayed the project by 3 months. Viton is a synthetic rubber used for seals, O-rings, things of that sort. Viton was likely used as it is less susceptible to decay and already used in BMW applications such as in VANOS. Viton has much higher temperature and chemical resistance characteristics than the stock seals. Here is what they look like:

This is the DCT cooler that was mounted by SSP up front. This needs to be moved somewhere else as the supercharger heat exchanger will need to go there. This means SSP will need to come out and run their lines again checking all their fluids and so forth before tuning can take place:

This is the final assembly. So, the transmission is built but it took about a year longer than estimated. I believe I was as patient as possible and hopefully this will all be wrapped up in December with a built motor, built transmission, a YSI, and a ton of horsepower.

You're one of the few people who understands, appreciates, and doesn't criticize.

That's very kind of you.

While I may have the ability to bury people in technical criticism, I haven't found it does anything to help a situation. In fact, I've found it can backfire rather spectacularly, and move people further away from solutions.

My 335i rebuilt has started two years ago. The development of the engine and a new in-house developed twin turbo system itself took almost one year and we still need a few months to complete. In my opinion, sometimes, it is not about huge HP, but it is more about the path that you walk to the increased HP. So all my credit should go to Sticky. On the other hand i am also working on my e93 M3 with a slightly modified engine and exhaust system, but we stay with the NA engine at this time.

My 335i rebuilt has started two years ago. The development of the engine and a new in-house developed twin turbo system itself took almost one year and we still need a few months to complete. In my opinion, sometimes, it is not about huge HP, but it is more about the path that you walk to the increased HP. So all my credit should go to Sticky. On the other hand i am also working on my e93 M3 with a slightly modified engine and exhaust system, but we stay with the NA engine at this time.

Bro, no credit to me for anything. Whatever happens, your car or mine, we like cars. Ultimately it comes down to being enthusiasts.

Sticky, you keep hiding behind the DCT excuse, GT-R's have a more complext DCT than your car and people have been building GT-R for years. Audi R8's have a DCT and tuners have been building some sick R8s for years. $#@!ing NASA put a man on the moon in less time than this build took....and a DCT is not rocket sciene.

The long rod idea is very interesting. So are you going to use a spacer of some kind? Wouldn't this create issues with the rings when it crosses from the stock cylinder walls onto the spacer? Or would the gap between the top of the piston and the rings not require the rings to cross this threshold? Or perhaps a different shaped piston top...